DE102017119496B4 - clutch actuator - Google Patents

Abstract

Clutch actuator for actuating a separating clutch (12) in a drive train (10) of a motor vehicle, having an input port (30) for introducing an actuation signal, an output port (40) for distributing an actuating signal generated as a function of the actuation signal to the separating clutch (12) and at least one Additional port (42) for connecting at least one vehicle unit that can be influenced by the actuation signal, a signal being sent to the vehicle unit by the additional port (42).

Description

The invention relates to a clutch actuator that can be used to actuate a clutch in a drive train of a motor vehicle.

Out of DE 10 2014 218 093 A1 a clutch actuator operated with the aid of an electric motor is known.

More clutch actuators are from the DE 31 51 417 A1 , DE 32 16 244 A1 , DE 10 2004 057 509 A1 , DE 10 2009 010 029 A1 and DE 103 32 370 A1 known.

More actuators in a drive train of a motor vehicle are from DE 32 14 710 A1 and DE 10 2014 211 669 A1 known.

Methods for operating actuators in the drive train are from DE 10 2015 211 305 B3 and DE 10 2014 200 432 A1 known.

There is a constant need to operate vehicle units of a drive train of a motor vehicle efficiently.

It is the object of the invention to indicate measures that enable efficient operation of vehicle assemblies of a drive train of a motor vehicle.

The object is achieved according to the invention by a clutch actuator with the features of claim 1. Preferred refinements of the invention are specified in the subclaims and the following description, which can each individually or in combination represent an aspect of the invention.

According to the invention, a clutch actuator for actuating a separating clutch in a drive train of a motor vehicle is provided with an input port for introducing an actuation signal, an output port for conducting an actuating signal generated as a function of the actuation signal to the separating clutch, and at least one additional port for connecting at least one vehicle unit that can be influenced by the actuation signal .

With the help of the input port and the output port, the clutch actuator can fulfill its original function at the request of the driver of the motor vehicle and/or a control device of an automatic transmission and/or other control device for actuating the separating clutch to open the separating clutch, for example in order to open another one in a motor vehicle transmission of the drive train to shift gears. Through the additional port, the clutch actuator can also perform the function of influencing the vehicle assembly connected to the additional port. This exploits the knowledge that a gear change in the motor vehicle transmission usually takes place in a specific power situation of the drive train. The shift strategy used by different drivers to shift transmission gears at specific shift points is usually very similar. The disengagement of the separating clutch, in order to carry out the gear change, therefore generally takes place in one of several specific, previously known power ranges of the drive train that can be distinguished from one another. The driver's wish to bring about a gear change thus correlates with a specific operating situation of the motor vehicle.

With the help of the additional port of the clutch actuator, the detected driver's request for a gear change and the correlating operating situation of the motor vehicle can be used as information in order to adapt the operating mode of the vehicle unit connected to the additional port to the operating situation of the motor vehicle that correlates with the actuation of the clutch actuator by the driver. The actuation signal arriving at the input port can thereby influence the vehicle unit connected to the additional port by adapting the mode of operation of the vehicle unit to the operating situation correlating with the occurrence of the actuation signal. For example, there are vehicle assemblies that are subject to different requirements when the motor vehicle is driving at a lower speed than when the motor vehicle is driving at a higher speed, so that when there is a shift situation between two low gears, a different mode of operation can be more efficient than an mode of operation under operating conditions that occur in a shift situation between two higher gears are present. At the same time, it is possible to use the infrastructure already provided by the clutch actuator to influence the vehicle assembly. This makes it possible to save on an additional actuator, separate from the clutch actuator, for influencing the vehicle assembly. The additional port allows the information from the actuation signal that the transmission gear is shifted in a specific power range to be used to adapt the vehicle assembly that is different from the separating clutch to the correlating operating situation of the motor vehicle, so that vehicle assemblies of a drive train of a motor vehicle can be operated efficiently is enabled.

The actuation signal for the clutch actuator can have been generated mechanically, hydraulically and/or pneumatically, for example. The actuation signal is preferably provided electrically, so that a so-called “clutch-by-wire” system can be implemented, in which the separating clutch is designed as a so-called “e-clutch”. The separating clutch can be designed, for example, as a single-plate friction clutch for coupling a transmission input shaft, a double clutch for coupling two transmission input shafts of a double clutch transmission without any interruption in traction, or a hybrid clutch for coupling at least one transmission input shaft and an electric machine. The actuation signal can have two states, for example, which signal an opening of the separating clutch or a closing of the separating clutch. The actuation signal preferably has a number of gradations or is continuously variable between two extreme values, so that the separating clutch can be operated in a correspondingly more versatile manner. Further information is particularly preferably encoded in the actuation signal, for example speed and torque of the motor vehicle engine, as a result of which the actuation signal for actuating the separating clutch and/or influencing the vehicle unit connected via the additional port can be optimized. A signal sent from the additional port to the vehicle unit according to the invention can be transmitted mechanically, hydraulically, pneumatically or electrically, for example. The clutch actuator can have a number of additional ports, to each of which a vehicle assembly or a plurality of vehicle assemblies can be connected. It is also possible to connect several vehicle assemblies to a common additional port. As a result, the vehicle units can share the signal transmitted by the common additional port. In particular, when the vehicle assemblies are hydraulically or pneumatically coupled to the common additional port, the signal emanating from the additional port, for example with the aid of a valve and/or a branch and/or an additional piston in the clutch actuator and/or a plurality of active piston surfaces of a common piston in the clutch actuator , distributed to the connected vehicle assemblies.

In particular, an additional input port is provided for initiating an actuation signal, generated in particular by an engine controller and/or a transmission controller, for actuating the vehicle assembly connected via the additional port, independently of the actuation signal introduced via the input port. This makes it possible to adapt the vehicle assembly connected via the additional port to the current operating situation of the motor vehicle even if the driver does not initiate a gear change or does not want to actuate the separating clutch for other reasons. The efficiency of the operation of the vehicle assembly can thereby be further improved. In this case, the additional input port can route its actuation signal past the output port, so that the separating clutch is not undesirably actuated. At the same time, the clutch actuator is not blocked by the actuating signal introduced via the additional input port, so that the separating clutch can be actuated essentially at any time desired by the driver via the actuating signal introduced at the input port and the control signal sent out at the output port.

The vehicle assembly is preferably designed as a clutch pedal, with a feedback signal dependent on the actuation signal and haptically perceptible via the clutch pedal being able to be derived via the additional port, in particular for signaling shifting errors and/or a shifting state of the separating clutch. For example, the clutch actuator can initiate vibration of the clutch pedal if a problem is detected when opening and/or closing the separating clutch and/or when changing gear. The driver can interpret this feedback signal in the form of the vibrating clutch pedal as a haptically perceptible warning signal and reconsider his decision in good time before components of the drive train can be damaged by a driver error.

The vehicle unit is particularly preferably designed as a shift stick, with a feedback signal that is dependent on the actuation signal and can be haptically perceived via the shift stick being transmitted via the additional port, in particular for signaling shifting errors and/or a shifting state of the separating clutch. For example, the clutch actuator can initiate vibration of the shift stick if a problem is detected when opening and/or closing the separating clutch and/or when changing gear. The driver can interpret this feedback signal in the form of the vibrating shift stick as a haptically perceptible warning signal and reconsider his decision in good time before components of the drive train can be damaged by a driver error.

In particular, the vehicle assembly is designed as a driver assistance system, with a status signal dependent on the actuation signal being able to be transmitted to the driver assistance system via the additional port, in particular for adapting the functionality of the driver assistance system to the current switching state of the separating clutch. Through this can be signaled to the driver assistance system that a gear change is taking place, whereby the driver assistance system can react to this. For example, an intervention by the driver assistance system in the motor control of the motor vehicle engine can be suspended or blocked because such an intervention would have no effect on the rest of the drive train when the separating clutch is open and would therefore be inefficient. In addition, when the separating clutch is open, the motor vehicle engine is no longer available as an engine brake, which can make it necessary to adapt the type of intervention by the driver assistance system in order to achieve the result desired by the intervention of the driver assistance system as efficiently as possible.

The vehicle unit is preferably designed as an engine control system for controlling a motor vehicle engine, with a status signal dependent on the actuation signal being able to be transmitted via the additional port to the engine control system, in particular for adapting the functionality of the motor vehicle engine to the current switching state of the separating clutch, with active damping of torsional vibrations in particular can be activated by the engine control system and/or can be adapted to an expected power range of the drive train. In particular, when the separating clutch is closed, the sudden torque transmission between a drive shaft of the motor vehicle engine and a transmission input shaft of a motor vehicle transmission can result in a torque shock that can stress the components of the drive train. In addition, when the separating clutch is closed, the speed of the transmission input shaft is synchronized with the speed of the drive shaft, with the transmission input shaft possibly being able to run through a large speed range in a short time, which can excite torsional vibrations. The status signal sent to the engine control system via the additional port allows a timely response to the closing and/or opening of the separating clutch, for example by actively activating or deactivating an additional torsional vibration damping. Additionally or alternatively, the damping can be adapted in advance to the torsional vibrations to be expected, which are to be expected in a new transmission gear, for example, by suitably detuning the vibration behavior of the damping, for example. As a result, good vibration damping in the drive train of the motor vehicle can be achieved in an efficient manner.

The vehicle unit is particularly preferably designed as a parking lock for fixing the motor vehicle, with a status signal dependent on the actuation signal being able to be transmitted via the additional port to the parking lock, in particular to prepare for fixing the motor vehicle when the motor vehicle engine is switched off. If the separating clutch is opened but no gear is engaged, it is fundamentally possible for the motor vehicle to be able to be moved while stationary and/or to roll down a slope on its own. The status signal sent to the parking lock via the additional port allows the parking lock to be prepared in good time to fix the motor vehicle, for example if no new gear is engaged after the separating clutch is operated in neutral and the motor vehicle engine is switched off. Accidental rolling away and/or unintentional moving away of the motor vehicle can be avoided as a result.

In particular, the vehicle assembly is designed as a hybrid clutch for coupling an electric machine to the drive train of the motor vehicle, with a status signal dependent on the actuation signal being sent to the hybrid clutch via the additional port, in particular for separating the electric machine from the drive train in a speed range of the motor vehicle above a threshold speed, can be discharged. A purely electric drive of the motor vehicle is generally not provided in hybrid motor vehicles, particularly when the motor vehicle is traveling at a high speed. The status signal sent to the hybrid clutch via the additional port can be used to decouple the electric machine when changing to a correspondingly higher engaged gear, so that the mass moment of inertia of the electric machine rotating with the current can be decoupled from the drive train. This leads to better driving dynamics and/or driving dynamics perceived as sporty in a motor vehicle designed as a hybrid vehicle.

The vehicle unit is preferably designed as a belt tensioner for the frictional connection of a belt device to the drive train of the motor vehicle, with a status signal dependent on the actuation signal being able to be transmitted via the additional port to the belt tensioner, in particular for adapting a belt tension of the belt device to an expected power range of the drive train. A unit can be coupled to the drive train via a belt, for example an air conditioning compressor of an air conditioning system of the motor vehicle. In this case, at a high speed, a higher contact pressure force of the belt means may be required than at a low speed, in order to prevent the belt means from slipping. At the same time, a contact pressure that is permanently too high is undesirable in order to avoid wear effects of the belt means due to excessive belt tension. When changing gear, the speed acting on the belt can change suddenly. The status signal sent to the belt tensioner via the additional port allows the belt tensioner to react to a sudden change in speed in good time and in particular with foresight. As a result, efficient power transmission can be achieved with a long service life for the belt means.

The vehicle unit is particularly preferably designed as a turbocharger for charging charge air for a motor vehicle engine, with a status signal dependent on the actuation signal being able to be transmitted via the additional port to the turbocharger, in particular for adapting a flap position of a wastegate of the turbocharger to an expected power range of the drive train. A gear change initiated by actuating the clutch actuator can also suddenly change the exhaust gas flow of the motor vehicle engine. The status signal sent to the turbocharger via the additional port enables the turbocharger's operating mode to react in good time and in particular in a predictive manner to a sudden change in the exhaust gas flow and the fresh air requirement. In particular, a suitable boost pressure for the conditions prevailing after the new transmission gear is engaged can be set by suitably setting the wastegate.

In particular, the vehicle unit is designed as a camshaft adjuster for adjusting switching times of an intake valve and/or an exhaust valve of a combustion chamber of a motor vehicle engine designed as an internal combustion engine, with a status signal dependent on the actuation signal being sent to the camshaft adjuster via the additional port, in particular for adjusting an ignition point in the combustion chamber of the internal combustion engine to an expected power range of the drive train. When the clutch actuator is actuated in order to change gear, the speed of the motor vehicle engine can suddenly change with the newly engaged gear. The optimal ignition point in the combustion chamber of the cylinder of the motor vehicle engine can shift as a result of the changing speed. With the aid of the camshaft adjuster, the inlet valves and/or the outlet valves can be opened and/or closed by the camshaft at more suitable times in order to achieve the best possible ignition point in the combustion chamber. The status signal sent to the camshaft adjuster via the additional port enables the camshaft adjuster to react to a sudden change in the rotational speed in a timely manner and in particular with foresight. In particular, the camshaft adjuster can already set an angular position of the camshaft that is more suitable for the newly engaged gear during the gear change.

The vehicle assembly is preferably designed as a cooling system controller for setting a cooling capacity of a cooling system, in particular for cooling a motor vehicle engine, with a status signal dependent on the actuation signal being sent to the cooling system controller via the additional port, in particular for adapting the cooling capacity of the cooling system to an expected power range of the drive train, can be discharged. If the motor vehicle engine is separated from the drive train by opening the separating clutch, no fuel is generally supplied to the motor vehicle engine, so that a lower cooling capacity is sufficient. After engaging the new transmission gear, especially after an upshift, a higher quantity of fuel to be burned in the motor vehicle engine is to be expected, so that a correspondingly higher cooling capacity is required in order to cool the motor vehicle engine sufficiently. Accordingly, it is possible to adapt the cooling capacity of other motor vehicle units, for example a motor vehicle transmission, a hybrid module, an electric machine for the electric drive of the motor vehicle, actuators, clutches and/or the like, to the anticipated cooling requirement in advance. The status signal sent to the cooling system controller via the additional port allows the cooling system controller to react in good time and in particular in a predictive manner to a sudden change in the cooling requirement of the motor vehicle engine. As a result, the motor vehicle engine can be kept at an optimum operating temperature more efficiently.

The vehicle unit is particularly preferably designed as a flow limiter, with a status signal dependent on the actuation signal being able to be transmitted to the flow limiter via the additional port, in particular for adapting a flow rate of the flow limiter to an expected power range of the drive train. The flow limiter is designed, for example, as a rotatable flap, an adjustable piston or a variable orifice. The flow limiter can be used, for example, to regulate heat supply and/or heat dissipation for a motor vehicle unit. In particular, the flow limiter can regulate the mass flow of a liquid and/or a gas and/or a fluid laden with dust and/or debris. The mass flow required at a specific motor vehicle unit can be determined by the status signal sent to the flow limiter via the additional port of a fluid in a timely manner and in particular with foresight to react to a sudden change in demand.

The invention also relates to a drive train for a motor vehicle with a motor vehicle engine for driving the motor vehicle, a transmission input shaft that can be coupled to a drive shaft of the motor vehicle via a separating clutch, a clutch actuator, which can be designed and developed as described above, for actuating the separating clutch, and a the vehicle unit connected to the additional port of the clutch actuator, a clutch pedal and/or a shift stick being connected in particular to the input port of the clutch actuator. The additional port allows the information from the actuation signal that the transmission gear is shifted in a specific power range to be used to adapt the vehicle assembly that is different from the separating clutch to the correlating operating situation of the motor vehicle, so that vehicle assemblies of a drive train of a motor vehicle can be operated efficiently is enabled.

• 1: eine schematische Prinzipdarstellung einer ersten Ausführungsform eines Antriebstrangs,
• 2: eine schematische Prinzipdarstellung einer zweiten Ausführungsform eines Antriebstrangs und
• 3: eine schematische Prinzipdarstellung einer dritten Ausführungsform eines Antriebstrangs.

In the following, the invention is explained by way of example with reference to the attached drawings using preferred exemplary embodiments, it being possible for the features presented below to represent an aspect of the invention both individually and in combination. Show it:

• 1 : a schematic basic representation of a first embodiment of a drive train,
• 2 : a schematic basic representation of a second embodiment of a drive train and
• 3 : a schematic representation of the principle of a third embodiment of a drive train.

the inside 1 The illustrated drive train 10 of a motor vehicle has a transmission input shaft 16 of a motor vehicle transmission that can be coupled to a drive shaft 14 using a separating clutch 12 designed as a friction clutch, in order to be able to shift a transmission gear in the motor vehicle transmission using a transmission actuator 18, for example by shifting a shift sleeve. In the case of a manual transmission, in order to shift the transmission gear using a shift stick 20, the separating clutch 12 is opened and the transmission input shaft 16 is separated from the drive shaft 14 beforehand using a clutch pedal 22 that can be actuated by a driver of the motor vehicle. In the illustrated embodiment, the clutch pedal 22 is not hydraulically, but electrically connected to a clutch actuator 24, so that a so-called "clutch-by-wire" system is present. The clutch pedal 22 can be actuated against the spring force of a spring 26 which simulates a conventional resistance force for the driver when actuating the clutch pedal. The actuation travel of the clutch pedal 22 can be measured, for example, by measuring the spring travel of the spring 26 using a travel sensor 28 and can be sent to an input port 30 of the clutch actuator 24 as an electrical actuation signal. The clutch actuator 24 can have an electric motor 32 , for example, which can be actuated in response to the actuation signal introduced via the input port 30 . The electric motor 32 can, for example, unlock the transmission actuator 18 via an electric line and/or can drive a spindle 34 provided in the clutch actuator 24 to which a piston 36 is connected. The piston 36 can displace a fluid fed from a reservoir 38 , in particular a hydraulic oil, and direct it to the separating clutch 12 via an output port 40 in order to actuate the separating clutch 12 . In this case, the displaced fluid represents an actuating signal sent by the clutch actuator 24 to the separating clutch 12 , which is present hydraulically in the illustrated embodiment.

Another vehicle unit can be connected to the clutch actuator 24 via an additional port 42 . in the in 1 In the exemplary embodiment shown, a hydraulic signal can be branched off from the hydraulic control signal generated by the displacement of piston 36 via a valve, in particular a controllable valve, which can form additional port 42, and is routed to clutch pedal 22 in the exemplary embodiment shown. The pressure built up by the clutch actuator 24 can thus be used not only exclusively to actuate the separating clutch 12, but also to generate a signal on the clutch pedal 22 that can be haptically perceived by the driver, if necessary. This makes it possible, for example, in the event of a problem, for example if an undesired action is initiated, to warn the driver by vibrating the actuated clutch pedal 22 .

At the in 2 The illustrated embodiment of the drive train 10 is compared to that in 1 illustrated embodiment of the drive train 10 not the clutch pedal 22 but the shift stick 20 connected to the additional port 42. In this way, for example, the driver can be warned by the gear stick 22 vibrating when shifting gears. In addition, the additional port 42 is connected in parallel and not in series with the output port 40 .

At the in 3 illustrated embodiment of the drive train 10 are compared to in 1 and 2 In the illustrated embodiments of the drive train 10, several vehicle units are connected together to the additional port 42, it also being possible to connect the vehicle units in parallel via different separate additional ports 42. In the illustrated embodiment, both the clutch pedal 22 and the shift stick 20 are connected. In addition, an engine controller 44 is connected, in which case, in addition or as an alternative to engine controller 44, a driver assistance system, a parking lock, a hybrid clutch, a belt tensioner, a turbocharger, a camshaft adjuster, a cooling system or other vehicle unit can be connected to clutch actuator 24, for which a the actuation of the disconnect clutch 12 initiated gear changes can represent valuable information in order to anticipate its mode of operation to the changing conditions.

In the exemplary embodiment shown, it is also possible in principle to transmit a signal via the additional port 42 independently of the control signal for the separating clutch 12 . For this purpose, it can be provided, for example, that the electric motor 32 of the clutch actuator 24 can engage via a gear wheel 46 on two spindles 34 each coupled to a piston 36 . Gear 46 may be coupled to both spindles 34 and actuate both spindles 34 in response to the actuation signal input via input port 30 . However, it is also possible that, for example, the engine controller 44 wants to influence a vehicle assembly connected via the additional port 42 independently of the actuation of the clutch pedal 22 . For this purpose, the gearwheel 46 can in particular be displaced axially, so that only that spindle 34 which can emit a hydraulic signal via the additional port 42 can be driven by the electric motor 32 . This makes it possible to use the clutch actuator 24 to influence the vehicle assemblies connected via the additional port 42 even if no signal is to be sent via the output port 40 to actuate the separating clutch 12 . At the same time, clutch actuator 24 is available at all times to actuate separating clutch 12, in that gear wheel 46 can in this case be displaced axially far enough until both spindles 36 or only spindle 36 assigned to separating clutch 12 and output port 40 are coupled to electric motor 32 .

Reference List

10

powertrain

12

disconnect clutch

14

drive shaft

16

transmission input shaft

18

gear actuator

20

gear stick

22

clutch pedal

24

clutch actuator

26

Feather

28

displacement sensor

30

input port

32

electric motor

34

spindle

36

Pistons

38

reservoir

40

exit port

42

extra port

44

engine control

Claims (14)

Clutch actuator for actuating a separating clutch (12) in a drive train (10) of a motor vehicle an input port (30) for introducing an actuation signal, an output port (40) for outputting an actuating signal generated as a function of the actuation signal to the separating clutch (12) and at least one additional port (42) for connecting at least one vehicle assembly that can be influenced by the actuation signal, wherein from the additional port (42) a signal is sent to the vehicle unit. clutch actuator claim 1 characterized in that an additional input port is provided for introducing an actuation signal, generated in particular by an engine controller and/or a transmission controller, for actuating the vehicle unit connected via the additional port (42) independently of the actuation signal introduced via the input port (30). clutch actuator claim 1 or 2 characterized in that the vehicle assembly is designed as a clutch pedal (22), with a feedback signal dependent on the actuation signal and haptically perceptible via the clutch pedal (22) being transmitted via the additional port (42), in particular for signaling switching errors and/or a switching state of the separating clutch ( 12), can be derived. Clutch actuator according to one of Claims 1 until 3 characterized in that the vehicle assembly is designed as a shift stick (20), with a feedback signal dependent on the actuation signal and haptically perceptible via the shift stick (20) via the additional port (42), in particular for signaling shift errors and/or a shift state of the separating clutch ( 12), can be derived. Clutch actuator according to one of Claims 1 until 4 characterized in that the vehicle assembly is designed as a driver assistance system, with a status signal dependent on the actuation signal being able to be transmitted to the driver assistance system via the additional port (42), in particular for adapting the functionality of the driver assistance system to the current switching state of the separating clutch (12). Clutch actuator according to one of Claims 1 until 5 characterized in that the vehicle assembly is designed as an engine control system (44) for controlling a motor vehicle engine, with a status signal dependent on the actuation signal being sent to the engine control system (44) via the additional port (42), in particular for adapting the functionality of the motor vehicle engine to the current switching state of the Separating clutch (12), can be discharged, in which case in particular active damping of torsional vibrations can be activated by the engine control system (44) and/or can be adapted to an expected power range of the drive train (10). Clutch actuator according to one of Claims 1 until 6 characterized in that the vehicle unit is designed as a parking lock for locking the motor vehicle, with a status signal dependent on the actuation signal being able to be transmitted to the parking lock via the additional port (42), in particular to prepare for locking the motor vehicle when a motor vehicle engine is switched off. Clutch actuator according to one of Claims 1 until 7 characterized in that the vehicle assembly is designed as a hybrid clutch for coupling an electric machine to the drive train (10) of the motor vehicle, with a status signal dependent on the actuation signal being sent to the hybrid clutch via the additional port (42), in particular for separating the electric machine from the drive train (10) in a speed range of the motor vehicle above a threshold speed. Clutch actuator according to one of Claims 1 until 8th characterized in that the vehicle unit is designed as a belt tensioner for the frictional connection of a belt to the drive train (10) of the motor vehicle, with a status signal dependent on the actuating signal being sent to the belt tensioner via the additional port, in particular for adapting a belt tension of the belt to an expected performance range of the drive train (10) can be discharged. Clutch actuator according to one of Claims 1 until 9 characterized in that the vehicle unit is designed as a turbocharger for charging charge air for a motor vehicle engine, with a status signal dependent on the actuation signal being sent to the turbocharger via the additional port (42), in particular for adapting a flap position of a wastegate of the turbocharger to an expected performance range of the Drive train (10), can be discharged. Clutch actuator according to one of Claims 1 until 10 characterized in that the vehicle assembly is designed as a camshaft adjuster for adjusting switching times of an intake valve and/or an exhaust valve of a combustion chamber of a motor vehicle engine designed as an internal combustion engine, with a status signal dependent on the activation signal being sent to the camshaft adjuster via the additional port (42), in particular for adjusting a Ignition point in the combustion chamber of the internal combustion engine to an expected power range of the drive train (10) can be derived. Clutch actuator according to one of Claims 1 until 11 characterized in that the vehicle unit is designed as a cooling system controller for setting a cooling capacity of a cooling system, in particular for cooling a motor vehicle engine, with a status signal dependent on the actuation signal being sent to the cooling system controller via the additional port (42), in particular for adapting the cooling capacity of the cooling system to a expected power range of the drive train (10), derivable. Clutch actuator according to one of Claims 1 until 12 characterized in that the vehicle assembly is designed as a flow limiter, a status signal dependent on the actuation signal being able to be transmitted to the flow limiter via the additional port (42), in particular for adapting a flow rate of the flow limiter to an expected power range of the drive train (10). Drive train for a motor vehicle with a motor vehicle engine for driving the motor vehicle, with a drive shaft (14) of the motor vehicle via a separating clutch (12) kop pelbaren transmission input shaft (16), a clutch actuator (24) according to one of Claims 1 until 13 for actuating the separating clutch (12) and a vehicle unit connected to the additional port (42) of the clutch actuator (224), with a clutch pedal (22) and/or a shift stick (20) being connected in particular to the input port (30) of the clutch actuator (24). is.

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